Train control.



F. M. RAYMOND.

TRAIN CONTROL.

APPLICATION FILED MAR. 21, 1913.

Patented June 24,1913.

UNITED STATES PATENT OFFICE.

FRANKLIN M. summit, on sA-Uon'ocx, comc'rxoo'm.

v comon.

.Be it known that RaN KLm. M. Rar- Mom), a citizen of the United States, residing at Sauga'tnck, in the county of Fairfield and State ofConnecticut, have invented cet- To all whom itm'a-y concern:

, tain new and useful Improvements in Train Control, of which the following is a full, clear, and exactdescrlption.

My invention relates to improvements in train-control systems and more particularly to electric railway systems in w'hichlthe pre: scribed traffic conditions are automatically enforced by cutting off the power from the train or car. a

The object of my invention is to obviate the necessity of using a sectional 'powerconductor in which sections are cut out, either automatically ormanua'l ly.

My invention consists in a main power conductor provided' with means, such :as switches or the like, by which a 'conrtactor or trolley carried by the=car is diverted from the main line onto a branch conductor which is at a different potential than the main line and in the-preferred for-in is at zero potential.

My invention also consists in the features of construction and combinations as herein set forth and claimed.

In the drawings, Figure 1 'is a diagrammatic view in elevation of my system; Fig. 2 is a plan view ofthe same; and Fig. 3.ls a bottom plan view of the switch.

Referring to the drawing, 1 represents a trackway, and 2 the usual overhead trolley.

It is not my intention, however, to be limited to an overhead construction andthe system is equally applicable to a third rail system. The trolley wire is divided into blocks by switches 8, inserted atv definite intervals in the main line, which are made of conducting material such as brass or the like, so that the main trolley wire will be electrically continuous throughout its len th. Switch 3 comprises a plate 4 having a bifurcated end forming port-ions 5 and 6. A switch tongue 7 is pivotally connected to the plate and is electromagnetically actuated by a pin mounted thereon which moves in a. slot in the plate and is connected at its other end to a bell-crank which is in turn con nected with the) core 8 of the solenoid 9. A compression spring is interposed between the solenoid and the core, which normally tends to maintain the switch-ton e in position to leave the main line clear iii the pass the branch conductor.

Specification 0! Letters Patent. P tented June 24,1913.

,Applicatimi-flledlfiarch 21, um. Serial mass-sea sage of the trolley-pole or. contactor carried by a-car. A branch conductor 10 which is parallel to and in close proximity to the main line *is' connected to the portion 6 of the switch. The branch conductorcons'ists of a short length section, preferably about 50 zfeetin length, which is insulated'from the switch by means of the insulator 11, forming a section which is at a di fl' erent potential than the main line and in the preferred form is at zero potential. .Spaced along the 't-rackway at definite intervals which may be ;adjacent to the switches 3 or not, as is desired, are the signals 12, havmg semaphores 13. These signals may be controlled by any of the well known means, either automatically by the passage of trains, or from a signal tower. A circuit 14 provided with contacts 15 which are closed when the semaphore is in its danger indicating position is electrically connected track-signal but may be controlled from any distant the li ke.

Vhen the signals game in their safetyindicating position, the solenoid will not be energized, and the switch will be in position to allow the contactor or trolley he pass over the main line without any into!" ruption of the supply of power. If, however, a signal is set at danger, the solenoid 9 will be energized and the switch 3 set for If an attempt. is made to pass the danger signal, the trolley or contactor will be diverted fro-mthe main line onto the branch conductor, which is a dead section, and the supply of power will be cut off. The operator will then be aware that he has passed the danger signal or that something else is wrong with his power supply and will apply the brakes to stop the train. The dead section is made of sufiicient length to-enable the operator to graduall stop the car so that there will be no point such as the switch tower :or

sud en jars and yet allow the contactor or passed has returned to its safety-indicating position, the contactor is removed from the branch conductor onto themain line and the car proceeds along the trackway. If the usual form of trolley block system is used may then proceed along the main line under the control of the operator? One ot the material advantages of this sytem ,is that it may beinstalled upon any of the trolley lines now in use with a minimum expense and labor as the only change necessary is that the switches be insertedjn the main line where it is advisable to control the stopping of the car and branch conductors be supplied at these points. Another advantage of the system is that the current in the main line is not interfered with and the necessity of connecting these sections in parallel with a power or feed conductor is obviated.

Having described my invention, I claim 1. A train control system comprising a main line, a branch conductor of different potential in close proximity thereto, a car having a contactor carried thereby, and

means for divertin said contactor from the main line onto sai branch conductor. l

2. A train control system comprising a main line, a dead section parallel to and in close proximity to said main line, a car having a contactor thereon, and means for diverting the contactor from said-main line onto said dead section.

3. A train control system comprising a main line, a branch section of difirent potential in close proximity thereto, a car having power-supplying means including a contactor, and means automatically controlled by the passage of trains over the trackway for divertin the contactor from the main line onto the ranch section to control the power-supplying means.

4. A train control system comprising a main line, a branch conductor of difi'erentpotential in close proximity thereto, a car having a contactor, and electro-magnetic means for diverting the contactor from the said main line onto the branch conductor.

5. A train control system comprising a main line, a branch conductor of different potential in close proximity thereto, a car having a contactor, and electro-magnetic means for diverting thecontactof from the said main line onto the branch conductor, said electromagnetic means being controlled by signals along the track.

6. A train control system, comprising a feed wire for conveying electric power to the train, a branch wire mounted adjacent. to the feed wire and of difierent potentialtherefrom, a contactor carried by the train, a mechanical switch adapted to control the path of the contactor from the feed wire to the branch wire, a train signal, and means operated coincidentally therewith whereby said mechanical switch is operated when the position of the signal is changed.

In witness whereof, I subscribe my signature, in the presence of two witnesses.

FRANKLIN M. RAYMOND.

Witnesses:

, C. H. DARE,

M. V. B. DARE. 

